Topology Optimisation to Support Preliminary Design · 2014. 8. 12. · manufacture using an...
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Rolls-Royce University Technology Centre (UTC) for Computational Engineering Liam Kelly, David Toal, András Sóbester and Andy Keane Aeronautics, Astronautics and Computational Engineering, Faculty of Engineering and the Environment, University of Southampton http://www.soton.ac.uk/engineering/research/groups/CED/posters.page | email: [email protected] Computational Engineering Design Group, University of Southampton, SO17 1BJ, U.K. Topology Optimisation to Support Preliminary Design (Funding Source: SILOET – Strategic Investment in LOw-carbon Engine Technology) Introduction The design of lightweight and high performance parts lend themselves to the use of topology optimisation. To design manually, the intricate CAD (Computer- Aided Design) drawing required to produce a complex internal support structure requires a significant time investment from a skilled CAD designer. Alternatively, by designing the part using topology optimisation, those many weeks of manual drawing could be replaced, at least in part, with a few days of automatic design. These organic-like optimised designs can be readily manufacture using an additive manufacturing method, such as Selective Laser Sintering. 1 HUANG, X. D., XIE, Y. M. & BURRY, M. C. (2006) A new algorithm for bi-directional evolutionary structural optimization. Jsme International Journal Series C-Mechanical Systems Machine Elements and Manufacturing, 49, 1091-1099. 2 ESDU (2002) Full-Potential (FP) Method for Three-Dimensional Wings and Wing-Body Combinations – Inviscid Flow Part 1: Principles and Results. London: ESDU-02013. Future Work There are two main avenues of further work required for this project: 1. Optimisation guidelines - The development of a set of guidelines for the FE model and optimisation parameters required to achieve the best results when using topology optimisation to support preliminary design. 2. Trade studies – The application of the topology optimisation algorithm to trade studies to determine the effect of the wings on the required weight of the fuselage. The Design Cycle A typical design cycle contains three main stages: concept, preliminary and detailed design (Figure 1). In the concept design stage, the concept parameters such as the shape, weight and span of the aircraft are considered and subsequently basic geometry is often produced. This geometry forms the basis of the preliminary design stage. By introducing a set of interfaces and design loads, topology optimisation can be used at this stage. This may require some manual adjustment post optimisation to add any final features and ensure the part is ready for manufacture. A Bi-directional Evolutionary Structural Optimisation (BESO 1 ) algorithm has been written within this project to perform the topology optimisation. Structures optimised using this algorithm are shown in Figures 2 & 3. Improving Optimisation Accuracy The quality of the optimised design is heavily reliant on the accuracy of the Finite Element (FE) analysis used. The more accurate the load cases and boundary conditions, the better the final design. As such, the Full-Potential (FP) method 2 is currently being used to generate accurate values for the load and drag along the spar as a result of the pressure generated on the wing (Figures 4 &5). The aim is to gradually increase the complexity of the model before trade studies can be carried out to determine the estimated optimal fuselage weight for a given wing shape and size. Figure 2: Mount Beam, with 12 load cases, designed using the in-house BESO implementation. Thanks to Rolls-Royce and Khosrow Rezaei for supplying the part geometry and load cases. Figure 1: A typical design cycle using structural topology optimization for preliminary design Figure 4 (Right): The pressure profile of the wing. Generated using FP analysis 2 Figure 5 (Below): The subsequent FE model applying the lift and drag profile to the spar, which has been modelled using beam elements Figure 3: Rear section of an Unmanned Aerial Vehicle (UAV) fuselage designed using the in-house BESO implementation (left) against the manually designed part (right) and the complete UAV (above). Thanks to the University of Southampton DECODE (Decision Environments for COmplex DEsigns) project for the UAV geometry.
Transcript of Topology Optimisation to Support Preliminary Design · 2014. 8. 12. · manufacture using an...
Rolls-Royce University Technology Centre (UTC) for Computational EngineeringLiam Kelly, David Toal, András Sóbester and Andy KeaneAeronautics, Astronautics and Computational Engineering, Faculty of Engineering and the Environment, University of Southampton
http://www.soton.ac.uk/engineering/research/groups/CED/posters.page | email: [email protected]
Computational Engineering Design Group, University of Southampton, SO17 1BJ, U.K.
Topology Optimisation to Support Preliminary Design(Funding Source: SILOET – Strategic Investment in LOw-carbon Engine Technology)
IntroductionThe design of lightweight and high performance parts lend themselves to theuse of topology optimisation. To design manually, the intricate CAD (Computer-Aided Design) drawing required to produce a complex internal supportstructure requires a significant time investment from a skilled CAD designer.Alternatively, by designing the part using topology optimisation, those manyweeks of manual drawing could be replaced, at least in part, with a few days ofautomatic design. These organic-like optimised designs can be readilymanufacture using an additive manufacturing method, such as Selective LaserSintering.
1HUANG, X. D., XIE, Y. M. & BURRY, M. C. (2006) A new algorithm for bi-directional evolutionary structural optimization. Jsme International Journal Series C-Mechanical Systems Machine Elements andManufacturing, 49, 1091-1099.2ESDU (2002) Full-Potential (FP) Method for Three-Dimensional Wings and Wing-Body Combinations – Inviscid Flow Part 1: Principles and Results. London: ESDU-02013.
Future WorkThere are two main avenues of further work required for this project:1. Optimisation guidelines - The development of a set of guidelines for the FE
model and optimisation parameters required to achieve the best resultswhen using topology optimisation to support preliminary design.
2. Trade studies – The application of the topology optimisation algorithm totrade studies to determine the effect of the wings on the required weight ofthe fuselage.
The Design CycleA typical design cycle contains three main stages: concept, preliminary anddetailed design (Figure 1). In the concept design stage, the concept parameterssuch as the shape, weight and span of the aircraft are considered andsubsequently basic geometry is often produced. This geometry forms the basisof the preliminary design stage. By introducing a set of interfaces and designloads, topology optimisation can be used at this stage. This may require somemanual adjustment post optimisation to add any final features and ensure thepart is ready for manufacture. A Bi-directional Evolutionary StructuralOptimisation (BESO1) algorithm has been written within this project to performthe topology optimisation. Structures optimised using this algorithm are shownin Figures 2 & 3.
Improving Optimisation AccuracyThe quality of the optimised design is heavily reliant on the accuracy of theFinite Element (FE) analysis used. The more accurate the load cases andboundary conditions, the better the final design. As such, the Full-Potential (FP)method2 is currently being used to generate accurate values for the load anddrag along the spar as a result of the pressure generated on the wing (Figures 4& 5). The aim is to gradually increase the complexity of the model before tradestudies can be carried out to determine the estimated optimal fuselage weightfor a given wing shape and size.
Figure 2: Mount Beam, with 12 load cases, designed using the in-house BESO implementation. Thanks to
Rolls-Royce and Khosrow Rezaei for supplying the part geometry and load cases.
Figure 1: A typical design cycle using structural topology optimization for preliminary design
Figure 4 (Right): The pressure profile of the wing. Generated using FP analysis2
Figure 5 (Below): The subsequent FE model applying the lift and drag profile to the spar,
which has been modelled using beam elements
Figure 3: Rear section of an Unmanned Aerial Vehicle (UAV) fuselage designed using the in-house BESO implementation (left) against the manually designed part (right) and the complete UAV (above). Thanks to the University of Southampton DECODE
(Decision Environments for COmplex DEsigns) project for the UAV geometry.
